Automatic electric starting system



Dec. 26, 1961 M. PARSONS ETAL 3,015,037

AUTOMATIC ELECTRIC STARTING SYSTEM Filed March 12, 195'? 1 N VENTORS wlaylalkefow aeylbewzm @WM/WM@ ATTORNEY ted States Patent Oiihce 3,015,037 Patented Dec. 26, 1951 3 015 037 AUToMATIC ELECTRII STARTING SYSTEM Marion L. Parsons, Rte. 6, Box 113B, and Larry C. Parsons, 10A Simon Bright Apts., both of Kinston, N.C. Filed Mar. 12, 1957, Ser. No. 645,584 1 Claim. (Cl. 290-37) This invention relates generally to electric starting systems for internal combustion engines and more particularly to an electric control system for automatically activating the conventional automobile electric starting system at a preselected time so as to warm up the engine and incidentally the vehicle prior to the use of the vehicle.

Electric starting systems of this general type are known in the art but are usually characterized by a number or inherently objectionable features. Among these are: the employment of an electrical control system of such complexity as to require the services of an electrical expert for installation and maintenance; the use of insufficient rugged circuit components or an unnecessary multiplicity thereof so as to result in frequent system failures; an inability to adapt the control system to existing electrical starting systems at all or without duplication of expensive parts and the use of normally unnecessary circuits; and the inability of the average Vehicle operator to readily convert the conventional system for automatic operation.

Accordingly, the chief object of the present invention is to provide an improved electric control system for the conventional electric starting systems of internal combustion engines which will obviate the above and other objectionable features.

An important object of the present invention is to provide an automatically opera-ble electric control system which may be readily connected to the conventional electric engine starting system of a vehicle to start the engine at a preselected time and thereafter disconnect the electric starting system while permitting the engine to continue operating.

Another important object of the present invention is to provide an impro-ved automatic, electric control system which will activate the electric engine starting systern of a vehicle at a preselected time and subsequently during operation if the engine should stall.

A further important object of the present invention is to provide an electric control system of the type described which may be purchased as a kit and readily mounted and operably connected up in a Vehicle by the average operator.

A still further important object of the present invention is to provide an improved electric control system of the type described whose component parts are inconspicuously mounted and which will be inexpensive and of long life in use.

Other objects and advantages of the invention will become apparent during the course of the following description.

'In the drawings, the single ligure shows a schematic diagram of the electric control system comprising the present invention.

As shown by the drawings, a control -box i has mounted therein a vacuum switch 12, a three contact relay 1li, and a pair of toggle switches 16 and 18. A timing device Ztl having clcsable contacts forming a switch 21 completes, together with the electrical wiring and vacuum connection, the controlling components necessary to convert the conventional automobile engine starting system shown to the automatically controlled starting-system comprising the present invention.

The stem disc 46 of the vacuum switch 12 which is spring biased, electrically connects contacts 23 and 24 when the vehicle engine is stopped. Contact 23 is electrically connected through the toggle switch 16 with the ground contact 22 of the relay 14. The contact 2.4 of the vacuum switch 12 is electrically connected to the armature contact 25 of the voltage regulator 27. The battery contact 26 of the voltage regulator 27 is electrically connected to the battery contact 23 of the ignition switch 30. A storage battery 35 is electrically connected between the vehicle ground and the contact 28 in a well known manner. An ammeter 42 may :be provided in this circuit to indicate the amount and direction of current flow.

A conventional two brush generator 143 is connected into the vehicle electrical system to charge the battery through the protective relay system of the voltage regulator. As indicated in the drawing, one armature brush and one end of the field winding of generator 43 is connected to the vehicle ground; the other armature brush terminal is connected to the armature terminal 25 of the voltage regulator; and the remaining end of the field winding is connected to the iield terminal y45 of the voltage regulator. This generator and voltage regulator circuit is well known in the art, and examples may be found in U.S. Patent 2,606,298 to Merritt or U.S. Patent 2,698,391 to Braden et al.

The interior of the vacuum switch 12 is connected by a hose or tube 33 to a suitable source of vacuum such as the line to lthe vacuum windshield wipers, or directly to the intake manifold of the engine, suitable connectors being included in the kit. Examples of vacuum switches which may be utilized in practicing the present invention are shown in the prior art U.S. Patent 2,302,687 to Dyer or U.S. Patent 2,497,948 to Lincoln.

The starter comprises a starter motor and a starter solenoid electrically interconnected in accordance with well known principles. The solenoid may be energized by a circuit leading from the ignition switch solenoid or start contact 32 through a gear shift switch 34 (which is closed only when the car is in neutral) through the solenoid winding and thence to the vehicle ground. When contact 32 is energized by turning the ignition key lto .a predetermined position, the solenoid closes its contacts and applies battery voltage to energize the starter motor. A circuit is also connected from contact 32 of the ignition switch 30 to thesolenoid contact 36 of the relay 14. With the exception of the last-described circuit, the starter 31 may be of the type shown and described in U.S. patents to Merritt or Braden, supra. Details of the ignition key switch 30 may be as shown in FIG. 8 of the Braden patent or as shown in U.S. Patent 2,655,570 to Brown et al.

The ignition contact 37 on the ignition switch 30 is electrically connected to the battery contact 38 of the relay 14 and the circuit leads from there through the toggle switch 18 to the switch 21 of the timing device 2t) and back to the battery contact 28 of the ignition switch 30. The circuit including the ignition coil 39 and the distributor `40, as well as that of the heater blower 41, is connected into the circuit connecting the ignition switch Contact 37 in a conventional manner. This may be as shown in the U.S. patents to Merritt and Braden et al., supra. The relay contact 38 is also connected t0 contact 37 of the ignition switch for a purpose which will be later explained.

The control box 10 which houses the vacuum switch l2 and the relay 14 is small, roughly 3 x 4 x 8 inches in dimensions, and may be readily and inconspicuously fastened to the dash of a vehicle. The relay 14 may be identical to a conventional vehicle horn relay. A relay of this type is shown and described in U.S. Patent 2,064,048 to White or in Patents 2,587,513 and 2,688,129 to Nielsen.

The electrical control system of the invention thus includes the control box lil and the components located therein and the timer switch 21 which shunts the key operated ignition switch 3l), 28, 37. The necessary mechanical and electrical connections to incorporate the present invention into a conventional vehicle electrical system are designated by the reference characters A through F on the drawing. The remaining elements and their electrical interconnections are those which make up a conventional and well known vehicle electrical system as shown in the US. patents to Braden, et al., Merritt, Brown et al., Byer, or Lincoln, supra.

As shown in the drawings, the timing device e is an alarm clock having terminals directly above the alarm spring. At the hour set, the spring unwinds and contacts the terminals forming switch 21 to close the circuit between the ignition switch battery contact 23 and the relay battery contact The timing device is conveniently placed on or near the dash, such as in the vehicle glove compartment 44, etc., so as to enable the alarm to be set as desired, the wiring being passed through the rear of the compartment.

It is to be noted that the control elements described together with the circuit wiring are all on the operator's side of the vehicle dash with the exception of the wire to the voltage regulator 27 and, in the absence of a vacuum windshield wiper line, the line 33 to the source of vacuum, normally the intake manifold.

Operation ln use, the throttle oi: the vehicle is set (manually it desired Aby a Bowden wire cable) for fast idle and automatic choke operation, if necessary. The operator then sets the gear shift lever in neutral closing switch 34 and manually closes the toggle switches 16 and 18 which pro- .ject through the front of the control box 1li. The desired starting time of the engine is now set on the timing device and the operator may now lock the car doors and depart. lt is to be noted that the ignition key K is not left in the switch which is bypassed by the control circuits described.

At the selected hour, the clock spring unwinds closing the switch 21 sending battery current to the relay ld which is grounded over a series circuit running through the vacuum swtich 12 to the armature terminal 25 of the voltage regulator and thence through the generator armature of the vehicle. Current also flows to the ignition coil 39, distributor and heater blower 41, which are `alllctnrfventionally grounded. Relay 14 is thus energized and closes its contacts to supply battery voltage from terminal 36 to the solenoid or start contact 32 of switch 30. Such voltage will then energize the starter solenoid winding.

The engine should now start and as it does, the vacuum switch stem disc 46, being fastened to the diaphragm which moves up in response to the vacuum pressure created by starting, also moves up breaking contact with the vacuum switch contacts 23, 24 to open the vacuum switch and the circuit of the operating coil of relay 14, causing relay 14 to open its contacts, and interrupt the circuit through gear shift switch 34 to the solenoid of starter 31, which will cause starter 31 to break the engine starting circuit.

The action of the vacuum switch in opening the starter circuit is supplemental in that the ground contact of relay 14 is grounded through a circuit which includes the toggle switch 16, contacts 2.3 and 24 of the vacuum switch 12, the armature contact 25 of the voltage regulator, and the generator armature, so that the rising generator voltage when the engine starts will oppose the battery voltage applied through battery contact 38 to the other end of the operating winding of relay 14, causing relay 14 to .open its contacts and interrupt the circuit from the battery through gear shift switch 34 and the solenoid of starter 31K, which circuit interruption will cause starter 3l to break the engine starting circuit, even though the contacts 23 and 24 of the vacuum switch 12 should not open when the engine starts. Operation of the engine with the resultant generation of electrical energy also automatically closes the cutout relay circuit at the voltage regulator. Closing of the cutout relay places the generator in parallel with the storage battery 35. lt is noted that the closing of the cutout relay does not in any way aiect the above described operation of the relay 14. However, it does short circuit the operating winding ot the relay 14, and thus it will cause the relay 14- to open its contacts and so cause the starter 14 to act to open the starter circuit if relay 14 has not previously opened its contacts either as a result of the opening of contacts 23 and 24 of the vacuum switch or as a result of the application of the generator voltage to its ground contact 22 as above described. Therefore, if the motor idling speed is inadequate or it the generated voltage is too low, the starter circuit will be yautomatically broken by the vacuum switch 12.

The engine continues to operate and warm up as the ignition circuit remains closed through the switch 21 on timing device 2t) and upon the attainment of adequate temperatures, the heater blower 41 will warm up the interior of the vehicle.

When the operator arrives, he inserts the key K in the ignition lock 3b and turns it to a position which `applies battery voltage to the ignition contact 37 only to maintain the circuits held closed by the toggle switch 18 and the timer switch 21, which switches may now be opened. lt will oe noted that upon stalling of the engine, movement of the gear lever to neutral will close the switch 34 to automatically close the starter circuit as before it switch 16 is left closed during the operation of the vehicle, because the connection of the battery contact 28 to the ignition contact 37 by the key K will close the circuit to the battery contact 33 and the operating winding of relay 14, as well as the circuit to the ignition coil 39 and the circuit to the heater blower 41. Connection of the solenoid contact 32 to the battery contact 28 by further movement of key K to a position in which it eiects this con-- nection via 32 in addition to the connection of the battery contact 2S to the ignition Contact 37 provides an additional means for starting the engine which is independent of the timer and the relay 14, and which will start the engine if toggle switches 16 and 18 are both opened. After the engine has been started by this further operation of the key K, the key K then must be moved back to a position in which it opens the circuit between the battery contact 28 and the solenoid contact 32 while leaving the circuit between the battery contact 28 and the ignition contact 37 closed, in order to cause the starter 31 to interrupt the starting circuit. The back or return movement of key K from its start position at 37 and 3 to its run position at 37 may be eected by spring-biased means when the operator releases the key, as in the aforementioned Braden et al. patent. Such key-start ignition switch equipment is conventional.

It will now be readily apparent that the various cornponents of the present invention, which may be assembled in kit form for merchandizing, all cooperate to form a simple and practical automatic electric control system for the electric, engine starting systems of vehicles and also cooperates with such starting systems to form a highly efficient automatic engine starting system as a whole.

lt is to be understood that the form of our invention herewith shown and described is to be taken as a preferred example of the same and that various changes in the shape, size and arrangement of parts may be resorted to without departure from the spirit of the invention or the scope of the subjoined claim.

We claim:

An electric control system for automatically starting a vehicle internal combustion engine having a switch controlled electric starting motor, a battery-generator system, a vacuum intake manifold, and a switch controlled electric ignition system therefor, comprising circuits connected with the ignition system and bypassing the ignition and starting switches thereof, said circuits including a circuit-closing timing device connected to the vehicle battery, a first control relay circuit, a second starting system circuit controlled by such relay, a third ignition system circuit, said timing device closing a circuit from the vehicle battery to energize said rst and third circuits at a predetermined time and thereby close the starting and ignition circuits, respectively, first, second, and third means forming a part of said first circuit, each such means being separately operable to de-energize the starting motor upon starting of the vehicle engine, the first means comprising a connection point normally grounded by the generator of the engine when said engine is stopped and energized upon the generation of electrical energy in the vehicle battery-generator system to de-energize the control relay, the second means including the contacts of a cut-out relay in said battery-generator system connected in a path to shunt said control relay, and the third means comprising a vacuum operated switch connected in a series path to de-energize the control relay.

References Cited in the file of this patent UNITED STATES PATENTS 1,875,192 Middleton Aug. 30, 1932 2,302,687 Dyer Nov. 24, 1942 2,579,958 Perhats Dec. 25, 1951 2,602,144 Bolles Tuly 1, 1952 2,606,298 Merritt Aug. 5, 1952 2,607,013 Drummond Aug. 12, 1952 2,650,987 Doyle Sept. 1, 1953 2,698,391 Braden etal Dec. 28, 1954 2,791,699 Taylor May 7, 1957 2,807,729 Redick Sept. 24, 1957 2.817.022 Comer et al 1 Dec. 17, 1957 

